Henning



Dec. 1, 1959 o. HENNING Re. 24,

I FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Original Filed Sept.5, 1951 4 Sheets-Sheet 1 FIG.I.

INVENTOR. OTTO HENNING ATTORNEY Dec. 1, 1959 o. HENNING Re. 24,

FUEL SUPPLY CHAMBER FOR MULTI BARREL CARBURETORS Originalfiled Sept. 5,1951 4 Sheets-Sheet 2 I 5 v, I 4 M .2 H 0 3 3 r 5 a 9 4 5 a a 3 I W 3 LAW II b m i 0 2 2 4 6. w ,3 a 7 H n z a 5 P1: ml. 2 f r 2 A. T

n 9 5 1 8 W a 9 u 9 0 .x 4 Z 7 2 2.7 7 r0 9 1% i w/ 16 9 Dr I n A. Z Z II 11|| 2 w) W N a w 1 W 9 4 J. I Q... F f 9 LIL. 8 T i 5 P Q 0 9 f: 1+ 09 r a J a 1 Z Z V \/M INVENTOR. OTTO HENNING ATTORNEY Dec. 1, 1959 o.HENNING Re. 24,742

FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Original Filed Sept. 5,1951 4 Sheets-Sheet 3 INVENTOR. OTTO HENNING ATTORNEY o. HENNING Re.24,742

FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Dec. 1, 1959 4Sheets-Sheet 4 Original Filed Sept. 5, 1951 FIG.5.

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nvmvron OTTO HENNING.

BY V

ATTORNEY Re. 24,742 Reissued Dec. 1, 1959 FUEL SUPPLY CHAMBER FORMULTI-BARREL CARBURETORS Otto Henning, Fern Park, Fla., assignor, bymesne assignments, to ACF Industries, Incorporated, New York, N.Y., acorporation of New Jersey Original No. 2,718,386, dated September 20,1955, Serial No. 245,240, September 5, 1951. Application for reissue May20, 1957, Serial No. 661,562

8 Claims. (Cl. 261--23) Matter enclosed in heavy brackets appears in theoriginal patent but forms no part of this reissue specification; matterprinted in italics indicates the additions made by reissue.

This invention relates to multi-barrel and multiple carburetorarrangements for automotive engines and consists particularly in novelmeans for insuring circulation,

of fuel through the individual and separate carburetor bowls, eventhough a portion of the carburetor is not in normal operation, whileretaining the advantages of separate bowls in cases of surging andtilting of the fuel.

In recent years there have been developed compound carburetionarrangements for automotive engines which consist in a plurality ofcomplete carburetors, each usually a dual carburetor, one being the maincarburetor for supplying the engine under all operative conditions andthe other being an auxiliary carburetor for supplying fuel only underhigh speed operation. The principal advantage of these arrangements isthat better economy and power are obtained during low speed operationwithout restricting the top speed of the vehicle.

It has been suggested to form the main and auxiliary carburetor into acompact multi-barrel unit retaining, however, individual constant levelchambers for the main and auxiliary mixture barrels. In either case, Ihave found that since the auxiliary features of the carburetor may notbe in constant operation, there is a danger of the fuel in the auxiliaryfuel chamber standing long enough to cause sedimentation and gummingwith consequent harmful etfects, or vaporizing so that fuel is notpromptly available for delivery through the auxiliary carburetornozzles.

Consequently, the main object of the present invention is to provide afuel bowl construction for a compound carburetor arrangement in whichthese disadvantages are avoided.

Another object is a multiple fuel bowl construction for a compoundcarburetor arrangement in which circulation in both fuel bowls isconstantly maintained.

Another object is to provide for such circulation without eliminatingthe desirable aspects of compartmentalization in the fuel chambers,particularly the damping of surging and tilting of the fuel level duringchange of speed or direction, or when the carburetor is tilted.

These objects and other more detailed objects hereafter appearing areattained by the structure illustrated in the accompanying drawings inwhich:

Fig. 1 is a top view of a four-barrel carburetor embodying theinvention, portions being broken away and sectioned to illustrate theunderlying parts.

Fig. 2 is a vertical, transverse section on line 22 of Fig. 1.

Fig. 3 is a similar section on line 33 of Fig. 1.

Fig. 4 is a side view of the carburetor with portions broken away andsectioned.

Fig. 5 is an elevation of the opposite side of the carburetor.

Fig. 6 is a detail section through portions of the fuel bowlsandillustrating a modification.

The carburetor shown is of the four-barrel, downdraft type havingmixture conduits 8, 9, 10 and 11, each with a main venturi tube, as at12, and an inner or primary venturi tube, as at 13. At the top, thebarrels merge into a common, rectangular air horn structure 14 having apartition 15. On the forward, main carburetor side-of the partitionthere is pivotally mounted a rectangular choke valve 16, the shaft 17 ofwhich extends into an automatic choke control housing 18, the details ofwhich are not important in the present invention. The air hornterminates in a short, cylindrical portion for attachment of an aircleaner (not shown). A continuous shaft 19 extends across the lowerportions of the two forward main barrels 8 and 9 and mounts a butterflythrottle valve 20 in each barrel. A continuous shaft 21 extendsacrossthe lower portion of the two rear auxiliary barrels 10 and 11 and mountsin each barrel a butterfly throttle valve 22.

Entirely surrounding the cluster of barrels is a fuel bowl structure 23having forward and rear walls 24 and 25 and side walls 26 and 27.Partitions 28 and 28a pro jecting sidewardly from the barrels divide thefuel bowl structure into a pair of substantially isolated, approximatelysemi-circular constant level chambers 29 and 30, each extending half wayaround the carburetor. Air horn structure 14 is formed integral, as iscustomary, with the bowl cover structure 31 which entirely covers thefuel chambers. A threaded fuel inlet boss 32 is formed at the rearcenter of cover structure 31 for attachment of a fuel line leading fromthe usual fuel pump. An L-shaped passage 33 (Fig. 2) connects with thethreaded connection and, at its lower extremity, mounts a needle valveseat member 34, which receives a needle valve35. This valve iscontrolled by a pair of floats 36 and 37 rigidly secured together by ayoke 38 to form, in effect, a single float system. Yoke 38 has a centrallip 39 which supports needle valve 35 and is pivoted at 40 to dependingbifurcations 41 formed on the bowl cover structure 31. The arrangementis such as to maintain a substantially constant level of fuel inauxiliary fuel chamber 30.

A cross passage 42 connects with fuel inlet passage 33 and leads throughbosses 43, 44 and 45, formed on the bowl cover structure, with an inletport formed centrally above main fuel chamber 29 and opposite inletpassage 33 and mounting a needle valve seat member 46 which receivesneedle valve 47. Valve '47 is con- I fuel chamber 30 and nearer theinner wall thereof than I nect main fuel passages 59 to ports 68 and 69'adjacent the rear wall 24, as will be evident fromFig, 2, 'are a pair ofmetering orifice elements 55 which connect with inclined auxiliary fuelpassages 56, which open into the primary venturi tubes in auxiliarybarrels 10 andll by means of nozzles 57. In a corresponding portion ofthe forward, main constant level chamber are located metering orificeelements 58 which meter fuel to inclined main fuel passages 59, whichopen through nozzles 60 into the primary venturi tubes in main mixtureconduits 8 and 9.

The two forward mixture conduits 8 and 9 and constant level chamber 29form a dual carburetor for supplying the fuel needs of the engine undermost conditions. For this purpose, individual idling systems 66 and 67connected by link 77 to an arm 78 rigid with facountershaft 72 pivotallymounted above-bowl cover structure 31. Countershaft 79 is. operatedfromthe throttle valve means ofa lever-80 rigid with the 'countershaftand a link- 81 connecting this lever and a crank' 82 rigid with oneendof main throttlevalve shaft 19; Thislever has a pair of holes 83 forconnection, as is well known,to

the accelerator pedal, and also carries fast idle adjustment screw 84whichcontacts fast idle cam SS conne'cted by'link 86 to-1ev er'87 rigidwith choke shaft 17. The fast idle mechanism limits. theclosing movementof the mainl throttle valves to the fast idle position when the chokevalve is closed orpartiallyclosed. I

Also rigid with countershaft 79 (Fig. 2) is a small arm 90 whichhasafinger 91 underlying a horizontal cross bar 92 which projects oppositelyfrom a stem 93 connected at its lower extremity to a piston 94 workingin a cylinder 95. The cylinderbene'ath the piston iscon nected by apassage 95 to a cross po'rt 97 which opens intoiboth main mixturebarrels 8 and 9 posterior to the throttle/valves therein. Piston 94isurged upwardlyby a' coil compressionspring-98f Carried at ends of crossbar 92 area pair of metering pins '99 whichcooperate with main .meteringorifices 58. These metering pins and their control constitute afamiliarst'ep-up arrangement and are further described and claimed inReadfPat'ent N01 2,208,702 and Clo'edy et a1. Patent No.

- 111 1 present instance, auxiliary mixture conduits 10 and 11.areprovided only with main. fuel nozzles, the idling systems,acceleratingpumpfan'd step-up devices being omitted. r

Auxiliary throttle valves 22 are operated from the mairiithrottlevalvesbythe"mechanismillustrated in Fig.

tle shaft 21 ftl1 er e' is secured an arm 100' which has an angular'ezir101 perforated to receive an adjustable link 102 "andfthe endof acoiltension'spring 103g. The other end of'the sp'ring is anchored to aneye 104 on the upper part oftlie carburetorbody. Tl1e"opp'osite en'd'oflink looselypivotedabout mainthrottle shaft 19. I Tightly see cured tothe end of the main'throttle shaft is anarm-106 having spaced, inwardlugs 1 07 'and 108 for forming'a two-way lost" motion 1 connectionbetween the main throttle valve" and lever 105;

In operation of the throttle controls, the rnain'throttle valves are"operated from the acceleratofpedal through lever 82 shown in Figs. 1and14jWhen these mainthrottlcsareapproximately one-half open, ear 107engages the rightliand edge of lever 105, whereupon, further openingo'f'the main throttle. valve acts through link 102 and arm 101 to openauxiliary throttle valves 22 against tension spring 103. This causes theauxiliary mixture conduits to supply additional fuel mixture, as-isrequired'for speed operation. This particular operation of 'the"throttle valves is not essential, and other arrangementsmay besubstituted, for instanceto cause the auxiliary throttle valvesftorespondto inixture flow orsuctionso'ithat these valveswill not beop'enedat low speed'operation; irrespective of the'position of the" mainthrottlevalves r Consequently, it will be evident that whenever. theauxiliary throttle valves are closed; no fuel will be drawn through"auxiliary fuelnozzles 57. Even were auxiliary idling systems provided,the operation thereof would not cause adequate circulationfin theauxiliary fuel 'bowls. Inorder to produce circulation in auxiliaryconstant level chamber 29atsuch times, there. are formedon the" opposite sides of the fuel bowl structure, horizontal ribs 108 and 109whichare drilled to form cross passages 110 and 111. Passage 110, at its endsconnects, by means of cross bores 112, with both constant level chambers29 and 30 substantially at or below the normal fuel level therein. Crossbores 112 are located as near as possible to front wall 24' and rearWall '25, respectively. Cross passage 111 at the other side of thecarburetor is similarly positioned and constructed. The ends of passages110 and 111 are plugged as shown so that no fuel can escape therefrom.Accordingly, during normal operation, fuel will be transferred from bowlto bowl through the cross passages solthat even though only the mainmixture conduits should be in operation over aconsiderable period oftime, some fuel will be drawn from auxiliary constant level chamber 30,resulting in sufficient circulation to avoid excessive sedimentation,vaporization, and gumming.

However, in case of suddent acceleration or deceleration of the vehicle,or of tilting thereof, the fuel in the individual constant levelchambers will assume an angle, as indicated by dotted lines 115 and116'in Fig. 4. It will be evident, accordingly, that the cross passagewill be,at least momentarily, cut o-lf from one of the chambers, andwill not function to transfer ,fuel therebetween. Therefore, theyeffectof surging or tilting will be greatly minimized. Furthermore, theadvantages of an adequate fuel supply in the constant level chambers areobtained while the 'compartmentalization reduces the variations of thefuel level due to surging and tilting. The cross pas: sage should openinto different and preferably opposite outer portions of the fuelchambers to insure that one end of the passage will be uncovered underopposite surge or tilt conditions; Connecting passages 110 and 111 willfu'nctionsatisfactorily atany level below the outlet tips of auxiliarynozzles 57, that is, below, substantially at, or even slightly above:the normal fuel level. The constant agitation of fuel in the bowlsduring operation of the engine will insure circulation through thepassages and will prevent build-up of the fuel level in a bowlsufficiently to spill over the nozzles. v M

InFig. 6, a check valvearrangement is substituted for the passages 110,111 of the previous form. Near the bottom of the partition 28b,corresponding to partitions 28 and 28a, there is provided a valvechamber 120 having an apertured plug 121 at each end. A ball check 122is loosely-recessed in the chamber and, during normal operation, permitsfree circulation of fuel between the constant level chambers. In case ofa surge or a tilt, the ball will seat against one or the other of theapertured plugs to, at least momentarily, cut off the cross passagethrough the partition.

The principal features of the invention may be applied where thecarburetors are separately formed, as well as in the integralfour-barrel arrangement and, of course, the

number of barrels may be reduced or increased. Likewise, exact locationof the restricted cross passages may bevaried. The invention may bemodified in these and othcrrespects as will occur to those skilled inthe art and exclusive use of all modifications as come within the scopeof the appended claims is contemplate.

I claini: I

1. Carbureting means for internal combustion engines comprising 'aplurality of mixtureconduits, an isolated constant level fuel chamberfor 'eachconduit and a fuel supply passage connecting the same to thecorresponding conduit,"a fuel inlet opening into each chamber and anindividual float and needle valve mechanism controlling each inlet,means for adjusting the fuel delivery from said conduits for supplyingfuel from at least one of said conduits under certain operativeconditions and from another of said conduits under other operativeconditions, and a pair of ducts on opposite sides of said chambers andconnecting portions of said chambers adjacent opposite remote end wallsthereof for maintaining transfer of fuel between said chambers undernormal operating conditions while resisting transfer of liquid fuelthrough said ducts when the fuel level in said chambers is abnormallytilted.

2. In a multi-barrel carburetor, main and auxiliary downdraft mixtureconduits disposed side by side, fuel bowl structure extending entirelyaround said conduits, partitions extending sidewardly from said conduitsand dividing said bowl structure into substantially isolated forwardmain and rear auxiliary fuel chambers, a fuel inlet and individualconstant level control mechanism for each chamber, a main fuel nozzleextending rearwardly from the inner portion of said main fuel chamber,an auxiliary fuel nozzle extending forwardly from the inner portion ofsaid auxiliary chamber, a manual throttle valve controlling thedischarge from said main mixture conduit, an auxiliary throttlecontrolling said auxiliary conduit, control means for opening saidauxiliary throttle valve during operation after said main throttle issubstantially opened, and passage means connecting opposite remote outerportions of said chambers for maintaining circulation of liquid fuel inboth chambers during operation, there being substantial portions of saidchambers vertically and horizontally of said ducts separated from eachother by imperforate walls to resist transfer of fuel be tween saidchambers in case of surging and tilting of the fuel.

3. In a carburetor having induction conduit means and a plurality ofconstant level fuel supply chambers for said conduit means, saidchambers being separated by partition means, and duct means having itsterminals defining ports opening into said chambers and providing afluid connection therebetween, said duct means lying in a plane belowthe normal fuel level thereby providing for fuel transfer between thechambers during normal fuel conditions, said duct and its openings beingpositioned relative to said normal fuel level to expose one of said ductopenings above the fuel during abnormal fuel surging so as to preventtransfer of fuel through the duct means under such abnormal surgingconditions, said duct terminal ports being spaced a substantial distanceolutwardly from each side of said partition.

4. In a carburetor having induction conduit means and a plurality ofconstant level fuel supply chambers for said conduit means, thecombination of duct means between said chambers including outlets forsaid duct means to said chambers positioned to provide for fuel transferbetween said chambers through said duct means at normal fuel levels, butpositioned to be inoperative to provide for fuel transfer during surgingor tilting with any one of said outlets exposed, each of said outletsbeing positioned with respect to the corresponding chamber to be abovedisplaced fuel levels caused by acceleration and deceleration forcesacting on the fuel or by inclinations of the carburetor in oppositedirections.

5. In a carburetor, the combination of a mixture conduit, a constantlevel fuel bowl, a fuel supply passage leading from said bowl to saidconduit, a partition dividing said bowl into a plurality of chambers,and means interconnecting said chambers near the normal fuel leveltherein providing for fuel transfer therethrough to intermingle the fuelin the two chambers, said means comprising a passage between saidchambers, and connections between said passage and said chambers locatedin said chambers to be uncovered by the fuel therein and therebyinterrupt fuel transfer between said chambers during accelerations anddecelerations or changes from a level carburetor position producingsimilar fluid displacements in said chambers.

6. In a carburetor having induction conduit means, a pair of independentfuel bowls and independent means for controlling the fuel supply foreach bowl, the combination of duct means connecting said bowls near thefuel levels therein, and outlets for said duct means opening in oppositeremote, outer portions of said independent fuel bowls so as to providefor fuel transfer between said bowls when said outlets are at or belowthe fuel level in both said bowls, but positioned to be inoperative fortransfer of fuel during a surge of fuel when either one of said outletsis above the fuel level in one of said bowls.

7. In a carburetor having induction conduit means, a pair of independentfuel bowls and independent means for controlling the fuel supply foreach bowl, the combination of duct means including outlets connectingwith said bowls near the fuel levels therein, said outlets for said ductmeans opening in the opposite, remote, outer portions of saidindependent fuel bowls and being operatively positioned to provide forfuel transfer between said bowls when the fuel in said bowls issubstantially at the normal level but positioned to be inoperative toprovide for fuel transfer with either one of said outlets abovedisplaced fuel levels caused by acceleration or deceleration forcesacting on the fuel or by inclinations of the carburetor.

8. A charge forming device for internal combustion engines comprising incombination primary and secondary mixture passages adapted to supplycombustible mixture to the engine intake, primary and secondary throttlevalves controlling the flow of fuel mixture therefrom, primary andsecondary fuel chambers associated with said mixture passages, aplurality of main fuel inlets one of which supplies fuel to the primarymixture passage and the other to the secondary mixture passage, a fuelpassage leading from one of said inlets to the primary fuel chamber, asecond fuel passage leading from the other of said inlets to thesecondary fuel chamber, a passage for connecting the primary andsecondary fuel chambers and orifices positioned substantially at thenormal fuel level for connecting said passage with each of said fuelchambers.

References Cited in the file of this patent or the original patentUNITED STATES PATENTS 2,212,926 Wirth Aug. 27, 1940 2,420,925 Wirth May20, 1947 2,628,826 Worden Feb. 17, 1953

